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Chock-a-block traffic has pushed many countries to prioritize the development and operation of mass transit systems, but Nepal is an exception with the metropolis of Kathmandu offering a glaring example.

There’s a great scope for transit systems like underground train, monorail, the cable car and trolley bus/bus rapid transit (BRT) in Kathmandu as they can ease congestion to a great extent.

But developing and operating such a mass transit system in Kathmandu is easier said than done as several rounds of discussions conducted on the topic in the past have shown. 

First and foremost, developing such a system requires a long time and huge investment. The metro and rail systems are not the only alternative, though. Ropeway/cable car can also be used for urban transport at a lower cost compared to other modes of mass transit.  

In reality, BRT has a few fundamental differences compared to the existing system. BRT buses use the existing road facility, but such buses have a higher passenger carrying capacity, use a dedicated lane and have fewer stops. 

In many countries, the public sector operates BRT, which requires huge investments, with subsidies from the government to fulfill social obligations. However, there’s an absence of a public sector entity willing to shoulder this responsibility in Kathmandu, a city of almost 4m people, thanks to an influx of people from hilly and Tarai regions, who come here looking for jobs, for medical treatment and study opportunities. A large number of people move on motorcycles and scooters, while a huge number also shuttles through buses, cars, taxis, three-wheelers and on the recently-introduced BRT system along the Kathmandu-Suryavinayak stretch. 

While the operation of BRT is highly appreciable, it should have less stoppage and the buses in use should be a bit larger with more passengers carrying capacity. As such, 1.74m vehicles (including two-wheelers) in operation along the total road stretch of 247.7 km in and around Kathmandu do not appear to be sufficient to cater to an ever-increasing demand for mobility. 

Kathmandu witnesses massive congestions along its arteries during peak hours: 9-11 am and 5.00-6.30 pm. In the absence of a mass transit system, it is a daily struggle for commuters to report to duty on time and return home on time by getting onboard any means of transport available.  

Also, the availability of soft credit facilities for the purchase of vehicles and absence of long-term import restrictions mean a geometrical surge in the number of vehicles in the city, which only worsens congestion.

There’s no doubt that the existing public transport system does not offer a hassles-free bus/microbus ride to a multitude, especially during peak hours. Traffic Police deserve credit for introducing a relatively good traffic management system by designating stoppages at lay-byes and other suitable sites with necessary segregation.  

In addition, a queuing system in place for potential riders in Ratna Park and other crowded areas of Kathmandu where more than 1,700 buses arrive and depart for different destinations daily has a vital role to play in traffic management. 

Despite its effectiveness, this queuing system is yet to be replicated in several other locations. 

In some cases, the pickup system has been chaotic due to the absence of a specified bus terminal where the bus originates and terminates. 

At present, all buses around some of the important locations, in the absence of designated bus terminals, are starting or terminating their journeys from available lay-byes or other areas. 

In such a chaotic situation, Kathmandu Metropolis has designated Kathmandu Bus Park (terminal) at Gongabu as the origin and destination for all buses to and from Kathmandu. This is a commendable act as it has also helped ease congestion. 

The author is a former Executive Director, Nepal Intermodal Transport Development Board. He can be reached at [email protected]

The article is Part I of a two-part series